Automatic railway-switch.



J. W. SPARKS.

AUTOMATIC RAILWAY SWITCH.

- urmouxon FILED mu an. 1008.

Patented May 11, 1909.

2 SHEETS-SHEET 1.

Wm M

' J. W. SPARKS.

AUTOMATIC RAILWAY SWITGH. AIPLIOLTIOH FILED JULY 80. 1908.

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JOHN W. SPARKS, OF SABINA, OHIO.

AUTOMATIC RAILWAY-SWITCH.

To cil whom it may concern:

it known that l, Jonn W. SPARKS, a citizen of the Umted States, residing at Sabina, in the county of Clinton and State of ()hio, have invented certain new and useful Improvements in Automatic Railway- Switches; and I do hereby declare the following to be a full, clear, and exact descri tion of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to automatic trainoperated switches, and particularly that type of switches which can be operated either manually by means of any ordinary switchlover or automatically by an instrunientality carried by the passing train, the switch-bar being divided or separable between the track and switch-stand so as to permit independent displacement of that member or portion of the switch-bar to which the movable switchpoints are connected. An example of such switches is exhibited in U. S. Patent to Sparks and Allen, No. 888,358, dated March 31, 1908, upon which the present invention may be considered an improvement.

The object of the invention is to perfect and more especially to simplify the construction of. automatic switches of the character stated, providing a switch-mechanism of very few parts, one that can be readily installed or ap lied to existing switch-stands, and which will be reliable and efficient in operation. For attaining this object, and with a view principally to sim licity, the automatic closing of the switc i, when the train is passing in a direction toward or against the switch-points, is cffectuated by engagement of the instrumentality carried by the locomotive with a movable bar, rail or member arran ed obli uely to the track-rails and connccte to the isplaceable member of the switch-bar and, when the train is passing in the opposite direction, by the same means or by lateral pressure of the wheel-flanges against the switch-points, or both; and in conjunction with such displacement of the main portion of the switch-bar, contracting or extending the length of the bar as a whole according to whether the switch-stand is located on the switch-side or other side of the track, a spring-impelled detent is employcd to lock the said displaceable member Specification of Letters Patent.

Application filed July 30, 1908.

Patented May 11, 1909.

Serial No. 446,178.

of the switclnbar in the position to which it is forced when the switch is closed automati: ally.

The invention will be described with reference to the accompanying drawings, which form a part of this specification, and will be more particularly pointed out or defined in the appended claims.

In said drawings: figure 1 is a plan view of a switch embodying this invention, showing the switch open and indicating closed position by dotted lines. The switch-stand appears on the opposite side of the track from the siding, that is opposite from the switch side, which is considered the referred arrangement. The closing-bar 6 S1OWI1 between the track-rails is also capable of location at the side of the track, which position thereof is indicated by dash and dot lines. .i-ig. 2 is a side elevation of a part of the separable switch-bar together with the aforesaid locking detent. This view shows the switchbar in normal position, adapted to be shifted manually by the switch-lever for opening and closin the switch; that is before the main mem er of the switch-bar has been dislaced automatically. Fig. 3 is a longituolinal vertical section of Mg. 2 taken after automatic closing of the swltch, the detent being in service. fig. 4 is a lan view of another form of divided switchar and locking detent, this view showing the normal osi tion of said switch-bar or before disp acement by automatic closing. Fig. 5 is a lonitudinal vertical section of Fig. 4 taken after isplacement by automatic closing, showing the detent in service. Fig. 6 is a longitudinal section of another form of divided switchbar and detent suitable for a construction when the switch-stand is located on the switch-side of the track, or the same side as the siding. This section is taken before displacement; and the position of the parts after displacement is shown in dotted ines. Pig. 7 is a modification of Fig. 6.

1 denotes the main track rails, 2 the side track rails, and 3 the movable switch-points connected to the shiftable switch-bar 4, which latter is connected to and ada ted to be operated b r any suitable switchover 5 or other switc throwing device for closing and opening the switch.

In view of the division in the switch-bar,

'the box-like end of the member 4 which division occurs between the track and switch-lever, for the sake of clearness the symbol 4 is applied in the drawings to the main member or portion of the switch-bar to which the switch-points 3 are connected, while the symbol *lr is applied to the shorter separate length of the switch-bar which is connected to the switch-lever 5.

In accordance with the principle disclosed in said Patent No. 883,358, the two mem ers of the switch bar are joined in. such manner as to operate normally as a rigid. or unitary switch-bar, under throw of the lever 5 for manual control of the switch; while yet the maiamember 4 or switch-bar proper is capable of an independent endwise displacement to allow automatic closing of the switch independently of or without ailecting the switch-lever. But instead of the operating mechanism disclosed in said patent, which included positively-driven wed 'es adapted to enter between and part two oearing-sui faces for displacing the bar 4, there is provided either .retween the track-rails or at the side of the track an oldiquely-clisposed long bar 6 connected to the switch-tar and adapted to be engaged by an instrumentality carried by the locomotive-pilot, so that if the train approaches an open switch the switchbar or main member thereof will be dis placed in a direction to close the switch; and, as previously mentioned, in conjund tion with such operating means a spring-impelled detent is employed for securing the switch-bar in its displaced position and thereby locking the closed switch. T he said inclined bar 6 is secured to the track at 7, in advance of the switchoints, and its fastenings are such as to a low a lateral play or displacement as indicated by dotted ines in Fig. 1.

One of various suitable constructions for the separable switch-bar and locking detent is illustrated in Figs. 2 and 3 the same being adapted for a switch-stand located on the opposite side of the track from the siding, hence requiring extension of the switch-bar or displacement of the member 4 away from the switch-lever for automatic closing of the switch. In this construction, the members 4 and 4* of the switch-bar have overlapping end portions slidable one upon the other in guides or loops 8 and formed as hall-boxes 9 to contain a coiled expansion spring 10. Said spring 10, under compression between the opposite ends of the two half-boxes 9, holds the switch-bar to its shorter length and tends to resist displacement of member 4; the movement of the two members under force of the spring being limited by a lug or projection 11 on member 4 adapted to abut against It will be obvious that by this connection the members 4 and 4 will be normally held as in Fig.

2 and operate as a unitary or rigid su 'itelnbar under manipulation of the so itch-1e ver 5. A spring-detent 12 secured on or to member "1 bears upon the lug or projection l 1 on me|nher 4. When the switch is auto)critically closed, the displace-able member 1 is l'oreed against resistance of the s n-ins, ll] until the lug ll is carried from under the detent 12 which immediately snaps behind said lug and locks the mechanism, as represented in Fig. 7-3. The loops 8, one ol which is lastened. on member-'1 and the other on member l each consist of two stirrups or hall-parts bolted together, as sl'ieiwn in l ig. 1 so as to permit taking apart l'or insertion and removal ol' the spring 10.

Another construction somewhat similar to the divided switch-bar shown. in the al'oresahl patent, is represented in Figs. l and 5. llere the adjacent ends ol the two members -l and 4 ol' the switch-bar are formed with upstanding abutting lugs or heads '15, and a transverse rod 14 is passed loosely through apertures in said lugs and stout coiled. springs 15 are arranged on said rod at opposite sides of the lugs, said springs 15 being housed or eon tained in boxmgs 16 extending from said lugs 13; so that the lorco ol said. springs norm ally holds the lugs or heads 15) together. in this case, the locking detent consists of a spring impelled lug 17 which, when the switch is automatically closed and the lugs 13 parted by displacen'ient of member 4, enters between the separated. lugs and locks the iinechai'iism, as shown in Fig. 5. ihe spring for the lug 17 is indicated at 18. A stud 19 on said lug afi ords means for retracting it to allow resetting the mechanism.

Fig. 6 shows a construction for a switchstand located on the switch side of the track, where automatic closing of the switch necessitates displacemel'it of member 4 toward the switch-lever, so as to shorten instead of we tend the switch-bar. In this case, the members 4: and 4 have box-like overlapping end portions, after the manner of Figs. 2 and 3, and an inclosed expansion spring 20 acting between lugs 21 and 22 on the two members tends to hold the divided or separable switchbar extended, motion being limited by the other lugs or heads 21 and 22. When the switch is automatically closed, causing shortening of the suitclnbar and consequent com pression of spring 20, a spring-hook 23 on one member of the switch-bar S1151)S behind a catch or projection 24 on the other member; said hook 23 thus mmstituting the locking detent [or this form of embodiment.

Fig. 7 shows a variation of Fig. 6 in which two coiled springs are used, instead of one, by a different arrangement of the lugs 21 and 22.

From the foregoing, it will be obvious that the invention is not to be confined to any specific form of mechanism for connecting the members of the separable switch-bar, nor any particular form of locking dctcnt; both of which are susceptible of embodiment in various forms.

The operation is as follows: Assuming that the switch has inadvertently been left open, and a train is approaching the switch in a direction toward or against the switchpoints (from left to right in Fig. 1), a suitable switch-operating instrumentality carried by the pilot of the locomotive will engage the long inclined bar 6, sliding or rolling along the side thereof, and by lateral pressure against said bar displace the member 4 of the separable switchbar, thereby closing the switch before the engine-wheels reach the switch-points; the mechanism being at the same time automatically locked by the spring-i1npelled detent as already described. If the train is moving in the opposite direction, the lateral pressure of the wheel-flanges against the movable switch-points will aocomplish the same result; or as an additional precaution the same instrumentality on the engine may engage the point of bar 6, which as shown extends across the switchbar and has a curved end for that purpose. After a train has passed over an open switch and effected closing and locking of the same, the switch remains closed until the switchman releases the locking detent, whereupon the mechanism under force of the spring or springs in the switclebar becomes reset in its normal relation to the manual switch-lever. The inventionwill thus effectually prevent accidents by a train running into an open switch when it should continue on the main line.

As will be apparent, the invention. is exceedingly simple, comprises only a few parts, and hence is inexpensive to install and main-' t ain; and it can readily be applied to any ordinary switch-stand merely by providing the closing bar 6 and substituting the separable switch-bar with spring detent for the ordinary switch-bar.

It is to be understood that the foregoing apparatus is to be used in connection with any suitable instrumentality carried by the engine pilot and adapted to throw the bar 6; such instrumentality being adapted to be thrown or moved vertically from the bottom of the pilot or moved to operative or inoperative position by suitable connections leading to the locomotive-cab, as well understood in the art to which this invention pertains. It is intended of course that such instrumem tality shall always remain in operative position except when it is desired to allow switching.

By reference to Figs. 2 and 3 it will be seen that the bar 6 projects above the rails and switch-points; and therefore the instrumentality X, carried by the locomotive-pilot, and which operates the bar 6, will pass over the rails and switch points without contacting therewith.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent of the United States is:

1. in a railway switch, the combination with the movable switch-points, of a switchbar connected thereto, moans for manually reciprocating the switch-bar, the SWiiCll-bill' having a portion thereof adapted for displacement independently of the other portion, aml the switch-bar being operable manually as a unitary bar, train operable means for moving said displaceable portion of the switch-bar in a direction for closing the i switch, and an automatic dctent adapted to lock the switch when closed by said train operable means.

.2. in. a railway switch, the combination with the movable switch-points, of a switchbar connected thereto and having a portion thereof adapted for independent displacement, resilient means holding the displaceable portion of the bar in normal relation to the remainder thereof, means for manually reciprocating the switch-bur, and a movable bar engaging the displaceable portion of tho. switch-bar and operable to move said portion against its resilient means in closing the switch, said movable bar being adapted to be operated by an instrumentality carried by the train to close the switch.

3. In a railway switch, the combination with the movable switc11points, of a switchbar connected thereto, a manual switchthrowing device operatively-connected to said switch-bar the latter being independently displaceable endwise, and a movable bar connected to said switch-bar and arranged obliquely to the track-rails and adapted to be engaged by a suitable instru mentality carried by the train for displacing said switch-bar in a direction to close the switch, and an automatic detent for locking said switch-bar when the switch is closed by said oblique bar.

4. In a railway switch, the combination with the movable switch-points, of a switchbar connected thereto, a switch-throwing device operatively-connected to said switch-bar, said switchbar being divided to be separable between the track and switch-throwing de vice but adapted to operate normally as a unitary bar, a member or bar on the track adapted to be moved laterally by train-provided means and connected to that member of the switch-bar to which the switch-points are connected, for automatically closing the switch, and a springimpelled detent adapted to lock said member of the switch-bar when displaced by such automatic switch-closing.

5. In an automatic train-operated switch,

a divided switch-bar comprising two memhers, a spring or springs maintaining said members in normal relation to operate manually as a unitary bar while allowing displacement by a train of that member to which the snitch-points are connected, and a spring impelled detent adapted to engage and lock the latter member in displaced position.

6. In an automatic train-operated switch, a divided snitch-bar comprising two members, a spring or springs maintaining said members in normal relation while allowing displacement of that member to which the SVHtGh-pOiHtS are connected, a spring detent on one member, and a catch on the other member adaoted to be engaged by said detent for locking the displaceable member in its dis laced position.

7. ii an automatic train-operated switch, a divided switch-bar comprising two members having overla ing portions slidable one upon the other and f ormed as half-boxings, a spring or springs arranged between said overlapping portions and abutting with its opposite ends the opposed half-boxings and maintaining the two members in normal. relation while allowing displacement of that member to wnich the switchoints are connected, a spring detent carrie by one memher, and a catch on the other member adapted to be engaged thereby for locking the displaced member.

8. In a railway switch, the combination with the movable switch-points, of a switchbar connected thereto, said switch-bar having a portion adapted for independent dis placement, and a movable bar 0 erably connected to the switch-bar and adiipted to be actuated by a train moving in either direction to displace said displaceable ortion of the switch-bar to throw the switcii.

9. In a railway switch, the combination with the movable switch-points, ol' a switchbar connected thereto and formed by a plurality of members, projections carried by the members, a spring inter osed between opposed projections carrier by the members and ada ted to hold them in normal relation, anr means operable to throw the switch by displacing one member of the switch-bar against the force of the spring, detent means for holding the members in displaced position, the spring returning the members to their normal position upon retraction of the detent means.

10. In a railway switch, the combination with the movable switch-points, of a switch.- bar connected thereto, and a movable bar operably connected to the switch-bar and adapted to be actuated. by a train to throw the switch, said movable bar being operable by a train when moving from either right to 18 't.

In testimony whereof I aflix my signature, in presence of two witnesses.

JOHN W. SPARKS.

Witnesses:

D. B. WILLIAMs, Geo. C. BARNS. 

